Control-valve for triple valves.



F. H. DUKESMITH.

CONTROL VALVE FOB. TRIPLE VALVES.

APPLICATION FILED Nov. 14, 1907. RBNBWED SEPT. 4. 1912.

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UNITED i STATES PATENT OFFICE. l

FRANK H. DUKESIVIITH,; OF PITTSBURGH, PENNSYLVANIA, ASSIG-NOR TO THE DUKE- SMI'II-I AIR BRAKE COMPANY, OF PITTSBURGH, `PENNSYLVANIA., A CORPORATION OF WEST VIRGINIA. l

CONTROL-VALVE FOR TRIPLE Specication of Letters Patent.

Patented J une 9, 1914.

Application led November 14, 1907, Serial No. 402,159. Renewed September 4, 1912.` Serial No. 718,553.

To all fr0/0m it may concern Be it knownthat I, FRANK I-I. DUKE- saririr, a resident of Pittsburgh, in the county of Allegheny and State of` Pennsylvania, have invented a new and useful Improvement in Control- Valves for Triple Valves; and I do hereby declare the following to be a full, clear, and exact description thereof.

This invention relates to a control valve for triple valves of automatic air brake systems.

The object of the invention is to provide a control valve adapted to secure, first, the serial venting of the train pipe at each :ar in service applications; second, a quick recharging of the auxiliary reservoir; third, to throttle the exhaust port of the triple valve upon an increase of train pipe pressurev and thereby I"retard the release of the brake cylinder pressure, and fourth, to have the retardation feature capable of being cut out so as to give a free brake release, and without affecting the first two functions named.

In the application of air brake systems to long trains, such as freight trains, it was early found desirable to vent the train pipe at each car in order to get a. more rapid application of the brakes between the front and rear cars. This is now done by valve mechanism forming a part of the triple valve, and which complicates the triple valve mechanism, The triple ialvcs have also had added thereto means to partly throttle the exhaust from the brake cylinder upon an increase of train pipe pressure, or, otherwise speaking, to open only a restricted exhaust port when the train pipe pressure is first increased. but arranged to open a free exhaust port when the train pipe and auxiliary reservoir `pressures equalize. The object of this is to retard the release of the brakes until the auxiliary reservoirs have been practically re-charged. This is a valuable feature in descending long grades but is not at all desirable on level tracks unless a, majority of the `first 30 cars back of the engine are equipped with the special triple valves. Otherwise it causes the brakes to drag. Consequently, it has become the practice for trainmen to cut out the special triple Valves incase there are only a few such valves among the first `30 cars, thereby losing all the braking power of the cars cut out. Attempts have also been made to get a quicker recharging of the auxiliary reservoirs so as `to make brake retainers unnecessary. This has been, accomplished either by a. check valve in the triple valve piston, which causes the auxiliary reservoir to be re-chargcd at all times and too quickly so that excessive pressure is liable in said reser voir, or by making the feed groove in the triple valve very large, so that upon service reductions of train pipe pressure the groove permits the auxiliary reservoir pressure to equalize around the piston and therefore not move the piston.

My invention is designed to effect all of the results above named, and by means of very simple valve mechanism independent of the triple valve and in no manner complicating the latter, so theta plain triple valve can be used, and which will effectively secure all of the results above enumerated, and furthermore, so arranged that the re tarded release feature can be cut out without affecting the two other functions, leaving the triple valve to operate in its normal Way and without affecting the braking capacity of the car in which the retarded release feature is cut out. The results are accomplished by the valve mechanism hereinafter described and claimed.

In the accompanying drawing Figure 1 is a sectional schematic view through the triple valve with my control valve applied thereto, the control valve being shown in normal position, that is, the position it assumes during normal running of the train; Fig. 2 is a sectional view through the conposition it assumes when the train pipe pressure is increased to release the brakes; and Eig. 3 is a similar view -showing the position of the control valve when train pipe pressure is first decreased to apply the brakes.

In connection with my control valve I can employ any suitable triple valve, indicated generally at. 1, having the usual connection 2 to train pipe and connections 3` to the auxiliary reservoir and 4 to the brake cylinder, all as is usual withtriple valves, such as the Well known Westinghouse and New York Air Brake Companys valves.

My control valve has a suitable casing 5` 'trol valvealone showing the same in the Cri in which there is a chamber 6, preferably cylindrical,` said casing having la connection 7 leading to the tra-in pipe, connection 8 leading to the triple valve exhaust port indicated at 9, and a connection 10 leading to the auxiliary reservoir, suchL as connecting it through the top of the triple valve casing, that is, above the slide valve in said casing, whichl space inthe usual type of triple valve is open to auxiliary reservoir pressure. The casing is also provided with an exhaust port 11 located adjacent to the triple valve exhaust connection 8 and a vent port 12 located near the lower end of the casing. Either grooved in the wall of the `casing or cored out therein, preferably the latter, is a passage 14 opening into the chamber through ports 15'aii'd 16.

In the lchamber is a suitable movable member which may be a diaphragm, but.

Awhich preferably is a piston 17. This pis-l ton is connected to a stemlShaving its ends guided in suitable recesses inthe heads of the valve casing` or iii any other suitable way.

*The Stem is DI'OVCled with Wings 19 between which projects apin 20 to keep the stem from turning. The stem carries two valves 21 and 22, both of which are seated on the walls of the casing and are pressed to their seats by springs 23 and 24:, respectively. The valve 21 is providedr with a cavity 25 arranged to connect the triple valve exhaust connection 8 with the exhaust port 11, while Vthe valve 22 is provided with a hole 26 arranged to connect the chamber in the valve Vcasing either with the vent port 12 yor with the port 15 of the cored out passage 14 around the piston 17. The piston 17 is subject on its lower face Vto train pipe pressurel entering` through the connection 7 "and on 'its upper face to auxiliary reservoir pressure entering through the connection 10. The upper end of the stem 18 is providedwith a hole 27 affording communication between the auxiliary reservoir connection 10 and the valve chamber 6, yabove the piston 17.' i

spring 28 is arranged in any Suitable way, such as placing it in the head of the casing to act on the stem 18, toV move the-stem in opposition to train pipe pressure. A similar 'spring 29 is placed in the lower head of the Y casing to act on the stem v18.

In-orderto cut out the retarded release feature I vmay provide either an ordinary twoway cock controlling a separate exhaust from the triple valve to the atmosphere, but preferably provide in the connection 8 a threeway'cock 30 arranged in' one position to connect the triple valve exhaust port to the con-,

trol. Vvalve connection Sand in another position to cut ofi said connection andopen the triple-valve exhaust port to the atmosphere,

as will be readilyunderstood. L The valve` described; has :four positions:l First, normal position, shown in Fig. 1

and which is the positiony assumed by the valve upon equalization of train pipe land 'Y auxiliary r-eservoir pressures. In this vposition the slide valve 21 connects the triple valve vexhaust port connection 8 with the exhaust port 11, thereby maintaining a free and open exhaust from the triple valve e-xhaust, as is necessary in running position and inorder to keep the brakes released. In this position the slide valve 22 is in such position that it closes both the vent port 12 and the re-charging port 15. Y

Second, serial vent or service application position, shown in Fig,v 3. This is the position assumed by the valve when firstdecreasing the train pipe pressure when ap-V plying brakes. The decrease of train pipe pressure underneath the piston 17 causes auxiliary reservoir pressure above saidfp-iston to move the same downwardly,thereby moviiigvgthe slide valve l22V downwardly and causing its port 26 to register with the vent port 12thereby, venting train pipe pressure to the atmosphere and Securing the desii-ed rapid evacuation of the train pipein order to get a quicker application of the brakes throughout a long train. This position is, however, maintained only fora short time, theA valve continuing to move downwardly until resisted by the compression of spring 29. the hole 12 only whilethe port 26 in the valve 22 traversesthe vent 12, after which the vent is closed to preveiitfwasting trainj pipe pressure. The downward movement of the piston 17 also carries the slide valve 21 downwardly, thereby closing the triple valve exhaust .connection 8, but since in this position. the triple valve itself closes the rexhaust no function is performed by this posi-V tion of th-e passage 25 in slide valve 21, ex-V cept to make more certain the application of the brakes by preventing ythe escape of air by way of the triple'slide valve in case this should. leak. The lower portion ofthe slide valve 21', however, passes over the port 16, closingl the same and therebypreventing Vauxiliary reseivoirpressure froml escaping treni above the piston 17 through port 15 to the atmosphere.

Third, or emergency not shown. When train pipe pressure is reduced to such an `extent as to produce an emergency application of th-e brakes, the. piston 17 and stem 18 move downwardly until the spring` 29 is entirely-compressed. In its downward'movement it carries the valves 21 and 22 downwardly, Vproducingthe same ef- The train pipe is vented through application position,

feet-s .as in the second, or serial ventposiward movement notonly momentarily. vents y the vent 12, but vsaid valve passes downthe trainyppe :when the-port l26l traverses ,M

' Fig. l.

ivardly so far as to entirely uncover the port 12, thereby further evacuating the train pipe and insuring the triple valve going to and remaining in emergency position. The piston 17 and its valves remain in this position until the auxiliary reservoir pressure has substantially equalized with that of the brake cylinder, when the spring 29 lifts the stem 18 to cause the valve 22 to cover `the vent 12.

Fourth, or retarded. release position, shown in Fig. 2. This is the position assumed by the valve when` releasing the brakes, that is, upon an increase ot train pipe pressure. lVlien this occurs the piston 17 is forced upwardly against auxiliary reservoir pressure, thereby carrying both the valves 21 and 22 upwardly. Two functions are performed in this position of the valve, first, the port 26 of the slide valve 22 is brought into register with port 15 so that train pipe pressure passes through said ports into the passage 14 and through ports 1li into chamber (i above the piston and thence through the hole 27 and connection l0 to the auxiliary reservoir, thereby securing a very quick re-charging of the auxiliary reservoir. lhen the valve is in `this position the triple valve of course has been driven to brake release position, which opens the feed groove betweenthe train pipe: and auxiliary reservoir and also opens communication between the brake cylinder and the exhaust port 9. The slide valve 21, however, has closed the triple valve exhaust connection 8 except for a very small open ing, as shown, thereby retardingthe flow of air from the brake cylinder and retarding the release of the brakes in the well understood manner. The auxiliary reservoir, however, re-charges rapidly, having two connections with the train pipe, one through the. usual feed groove in the triple valve, and the other through the supplementary valves as `inst described. As soon as the auxiliary reservoir and train pipe pressures equalize, or substantially equalize, the spring 2S `Forces the valve stem 18 doivrn wardly, movingthe valve mechanism back to its normal or first position, shown `in n This cuts oli further charging of the auxiliary reservoir and brings the release passage 25 of the slide valve 21 into 4lull communication with the exhaust port 1l. and triple valve exhaust connection 8.

ln case it should be desired to cut out the .retarded release `feature, either upon the en tire train or upon any oil. the cars in a long train` it is merely necessary to turn the three-way cock 30, closingthe connection S and opening the triple valve exhaust port to the. atmosphere. In this position of the three-way cock the triple valve exhaust port is fully open so that the triple valve acts in its normal way. The consequence is that the retardation oi the brakes and the dragging incident thereto can be quickly relieved and without the necessity of cutting out the entire brake of the car, as has heretofore been necessary. This, however, does not atlect the operation of the control valve except as to the retarded release feature. `Said control valve will still vent the train pipe to the atmosphere upon reduction of train pipe pressure and will also assist in the re-charginff of the auxiliary reservoir upon increase o, train pipe pressure.

The control valve mechanism described is oit simple construction and can be readily applied to any existing triple valve with out in any manner interfering with the usual operation of the triple valve. By using this control valve mechanism the old type of plain triple valve can be used, rendering the latter simpler and less liable to derangement, as in the case of the more complicated triples having retarded release mechanism and train pipe vent mechanism. The piston `17 can, of course, bc replaced by a diaphragm and by the term piston`7 in the claims l intend to include also any equivalents, such as a diaphragm.

Vhat I claim is: Y

1. In an automatic air brake system, an automatic control valve having connections to the train pipe, to the auxiliary reservoir and to the triple valve exhaust port and arranged to partly close the triple valve exhaust port upon increase of train pipe pressure above normal running pressure.

2y. ln an automatic air brake system, au automatic controlvalve having connections to the train pipe, to the auxiliary reservoir and to the triple valve exhaust port and ar ranged to partly close the triple valve ex haust port upon increase ol train pipe pres-- sure above normal running pressure and to opensaid port upon equalization ot train pipe and auxiliary reservoir pressures.

In an automatic air brake system, a

control valve having connections to the train pipe, to an auxiliary reservoir and to the triple valve exhaust port and aranged to partly close the triple valve exhaust port upon increase o'l train pipe pressure and lo open the same upon equalization of train pipe and auxiliary reservoir pressures, and a cock arranged to open an independent coinmunication `from the triple valve exhaust port to the atmosphere.

4. ln` an automatic air brake system. a control valve comprising a casing having connections to the train pipe. to the auxiliary reservoir and to the triple valve. ex haust port and having a port to the atmosphere, a valve having a passage arranged to connect the triple valve exhaust port to the atmosphere, a piston connected to said valve and subject onone side to train pipe pr'essure and on its opposite side to auxiliary reservoir pressure,.springs arranged to normally move the valve to position connecting the triple valve exhaust port to the atmosphere, and a three-Way cock in the connection to the triple valve exhaust port and arranged to cut off said connection and simultaneously open the triple valve exhaust port to the atmosphere.

In an automatic air brake system, a veut valve comprising a casing having conf nections to the trainV pipeand to the auxili ary reservoir andhaving a portarranged to vent theV train pipe'to the atmosphere, a valve controlling said vent port, a piston connected tothe valve and subject on one side to train pipe pressure and on the other side to auxiliary reservoir pressure, and springs arranged on opposite sides of said piston and arranged to normally move the valve to lap position.

6. In an automatic air-brake system, ,a valve having connections to the. train pipe and tothe auxiliary reservoir and arranged Y on reduction of train pipe pressure to vent the train pipe to the atmosphere, on increase of train pipe pressure to open communication from the train pipe to the auxiliary reservoir, andV on equalization of train pipe and auxiliary reservoir pressures to `close said connection. l

7.l In an automatic air brake system, a valve independent of the' triple valve and having connections to thetrain pipe and to the auxiliary reservoir and arranged on increase of train pipe pressure to open conimunicatio-n rom'the train pipeto the auxiliary reservoir and on equalization of train pipe` and auxiliary reservoir pressures t0 close said communication.

8. In an automatic air brake system, a

Y valve independent of the triple valve and comprising a casing having connections'to the train pipe and to the auxiliary reservoir and including a passage between the train pipe and auxiliary reservoir connections, and a pistou subject to auxiliary reservoir and train pipe pressures and arranged to control said passage.

In an automatic air brake system, a valve independent of the triple'valve comprising a casing having connections to the Vtrain pipe and to the auxiliary reservoir and including a passager between the train pipe and auxiliary reservoir connections, a valve controlling said passage, and a piston connected to said valve and subject on one side to train pipe pressure and on the opposite side to auxiliary reservoir pressure.V

l0. In an automatic air brake system, al valve independent of the 'triple valve comprising casinghaving connections to the train pipe and to theauxiliary reservoiiand including` a passage between thetrain pipe and auxiliary reservoir'connections, a :piston subject on one side Lto trainpipe pressure and on the, oppositesideto auxiliary reservto the auxiliary reservo-ir and to the triple valve exhaust port and having portsY to the f atmosphere and arranged to normally hold thetriple valve exhaust port open, on an in-w crease of train pipe pressure to partly close said triple valve exhaust port, and ondecrease oi train pipe pressure to vent the train;

pipe to the atmosphere.

12. In an automatic air brake system, a

valve comprising a casingV having connec-V tions to the train pipe, to the auxiliary reservoir and to the triple valve exhaust port and having ports to the atmosphere,a piston .subject on one side tol train pipe pressure andeon the opposite side to auxiliary reser- Y voir pressure, and valve'mechanism connected to said piston and arranged to normally connect'rthe triple valve exhaust port to the atmosphere, on increase of train pipe pressure to partially close said triple valve exhaust port, and on decrease of train pipe pressure to ventthe train pipe to the atmosphere. y

13. In an automatic air brakesystem, a valve .having connections to the ytrain pipe, toi an auxiliaryreservoir and to the triple valve exhaust port and having `ports to the atmosphere and arranged to normally hold the triple valve exhaust port open, on increase of train pipe pressure to partlyy close saidexhaust port, and on decrease ottrain pipe pressure to vent the train pipe to the atmosphere, and a cock arrangedto open an independent connection from the triple valve exhaust port to. the atmosphere. Y

14. In an automatic air brake system, a valve comprising a casing having connections to the train pipe, to the auxiliary reservoir and to the triple valve exhaust port, and having ports to the atmosphere, a piston subject on one side to train pipe pressure and on its opposite side to auxiliary reservoir pressure,a valve connected to said piston and arranged to normally hold the triple valve exhaust port open, on increase of train pipe pressure to partlyclose said u exhaust port, and on a decrease of train pipe pressure to connect the vtrain pipetov the atmosphere, a spring acting to'move the piston in opposition to train pipe pressure, and a cock in theconnection to the triple vlalve exhaust port and arranged Vto cut oli said ,connection and simultaneously open the exhaust port to the atmosphere.

15. In an automatic air brake system, aY

valve having connections tothe train pipe',

to the auxiliary reservoir and to the triple valve exhaust` port and t arranged T to normally hold thev .triple valve -exh austport open and on increase'of trainpipe pressure;

to partly close the triple valve exhaust port and simultaneously open communication between the train pipe and auxiliary reservoir.

16. In an automatic air brake system', a valve comprising a casing-having connections to the train pipe, toan auxiliary reservoir and to the triple valve exhaust port and including a passage between the train pipe and auxiliary reservoir, a piston subject on one side to train pipe pressure and on the other side to auxiliary reservoir pressure and controlling said passage, and a valve connected to said piston and arranged to normally hold the train pipe exhaust port open and on increase of train pipe pressure to partly close the same.

17. In an automatic air brake system, a valve comprising a casing having connections to the train pipe, to the auxiliary reservoir and to the triple valve exhaust port and :including a passage from the train pipe to the auxiliary reservoir, a piston subject on one side to train pipe pressure and on the other side to auxiliary reservoir pressure, valve mechanism connected to said piston and arranged to normally hold the triple valve. exhaust port open and on increase of train pipe pressure to partly close the same and simultaneously open the passage from the train pipe to the auxiliary reservoir, and a spring acting to move the piston in opposition to train pipe pressure.

18. In an automatic air brake system, a valve having connections to the train pipe and to the auxiliary reservoir and arranged on decrease of train pipe pressure to vent the train pipe to the atmosphere, on increase of train pipe pressure to open communication from the train pipe to the auxiliary reservoir and on equalization of train pipe and auxiliary reservoir pressures to keep `bot-h connections closed.

19. In an automatic air brake system, a valve comprising a casing having a connection to the train pipe and to the auxiliary reservoir and having a port to the atmosphere and a passage connecting the train pipe and auxiliary reservoir, a piston, and

valve mechanism connected to said piston and controllinof said passage and ports and arranged on cecrease of train pipe pressure to open the Jort to the atmosphere and on increase ofI train pipe pressure to open communication from the train pipe to the auxiliary reservoir.

20. In an automatic air brake system, a valve havingconnections to the train pipe, to the auxiliary reservoir and to the triple valve exhaust port and arranged on increase oit' train pipe pressure to partly close the triple valve exhaust port and simultaneously open communication from the train pipe to the auxiliary reservoir, on decrease of train pipe pressure to open communication from the train pipe to the atmosphere, and on equalization of auxiliary reservoir and train pipe pressures to open the triple valve exhaust port fully and to close both of the other connections.

21. In an automatic air brake system, a

valve comprising a casing having connections to the train pipe, to the auxiliary res-- ervoir and to the triple valve exhaust port and having ports to the atmosphere and a passage connecting the train pipe with the auxiliary reservoir connection, a piston subject on one side to train pipe pressure and on its opposite side to auxiliary reservoir pressure, valve mechanism connected to said piston and controlling the several ports and passage and arranged on a decrease of train pipe pressure to connect the train pipe to the atmosphere, on an increase of train pipe pressure to partly close the triple valve exhaust port and simultaneously open the passage from` the train pipe to the auxiliary reservoir, and on equalization of pressures to open the triple valve exhaust port fully and to close the other two connections, and a spring acting to move said piston in 0pposition to train pipe pressure.

In testimony whereof, I, the said .FRANK II. DUxEsnrrH, have hereunto set my hand.

FRANK I'I. DUKESMITH. Witnesses:

F. W. WINTER, HALLoox C. SHnnuAnn.

Copies of this patent may be obtained for :tive cents each, by` addressing the Commissioner of Patents, Washingtom). C." 

